Take Off Phase:

Firstly
it's important not to over stress the engines; there is no over-temp
protection on the MS model nor on the real aircraft so if you
firewall the throttle like you would on the Cessna you will get to
106%N1 and in reality that is more than enough to melt the turbines.
In most cases the N1 limit is worked out by the FMC but there isn’t
one on the stock MSFS 737 so use some restraint. At the end of this
guide is a table we use for the calculation of the N1 according to
ambient temperature if you feel brave enough to figure it out
(Appendix A). In our example the N1 should be between 93.7 and 94.2%
N1 so let's use 94% which is close enough.

Most
take offs in the B737 are done at Flap 5 although you can use Flap 1
or Flap 15 if you wish; for this example let's use the norm of Flap 5. In
Appendix B you will see a table from which we will get our V
speeds just to make it realistic. First of all using the stripy graph.
In the top left by going along the top we find 15 Celsius then follow
this down to 200 feet. This puts us firmly in the area marked as A. Now
go to the large table below and look at the Flap 5 area. Go across and
follow the line of figures marked for 50,000 Kg. You will hopefully see
the following figures:

V1
= 127

Vr
= 129

V2
= 139

Now
get yourself to the hold short point and set up your aircraft with
Flap 5, set Course and Heading to 261, set speed to the V2 + 15
figure (154 kt) and the Alt initially to 5000. Autobrake should be
moved to RTO (Rejected Take Off), F/D and A/THR should be on and the
external lights should all be on also.

Read
this first before going barrelling down the runway as it WILL happen
quickly!

Firstly
you will apply take off power; don’t use the TOGA button as
this will give you the full 106% and ‘virtually’ melt
your engines, so advance the thrust levers to set 94% N1.

&nbsp;

You
will see the airspeed rising rapidly as you accelerate. Passing 127 kt
is your point of no return (V1) and at 129 you should pull back on the
stick pitching up to about 20 degrees nose up. Once airborne raise
the gear. You are aiming to maintain V2+15 = 154 kt to 1000 feet agl,
which in this case is about 1200 feet on your altimeter. If you
accelerate past 154 simply pitch up more, if you decelerate below 154
then lower the nose--simple as that!

Passing
1000 feet agl (1200 feet on the altimeter) you need to start accelerating
and cleaning up. Lower the nose to about 10 degrees in order to allow
the aircraft to accelerate and raise the flaps to Flap 1 setting and 210
in the speed window (you need to press the IAS button to get the
A/THR to work as I recall in MSFS). Passing 190 kt you should select
Flap 0. With luck if the A/THR is working you should settle at 210 kt
and be approaching your cleared altitude of 5000 feet. If the autopilot
isn’t in yet then feel free to put it in and use it from here
on in!

Below
is the diagram of roughly what you just did:

The ILS Approach:

The
trick here is to get yourself set up early, as soon as ATC starts to
give you vectors (or descends you below 10,000 feet) start thinking
about the approach set up. To find the frequencies, etc., look on the
plate if you have it or open up the map display from the World menu
and click on the airport. This will give you all the frequencies you
need including the ILS and its inbound course. Also you will want to
look at
Appendix C and get the VREF speed of 134 kt (assuming 50,000 kg
and 30 flap landing)

In
this example we’ll use Gatwick 26L again so you will need to
set up the Nav 1 radio to 110.9 and the course window to 261.

We
will need to start a little way back in order to get the drag out so
let's assume you are coming from the south towards the SFD VOR
(117.00). As you approach the SFD VOR aim to be at 5000 feet and 210 kt.
Once at 210 kt we can start to dirty up (get flaps out, etc.). Set flap
1 and set 190 kt in the speed window. Passing SFD descend to 3000 feet
and leave the SFD VOR direct to TIMBA.

As
you approach 190 kt select Flap 5 and speed 180 kt. You will keep this
configuration until established on the localiser so get comfortable
with it. Track to TIMBA, then TIGER and finally TUNBY. This will give
you a nice long final to get established. After TUNBY turn left to
heading 290 and hit the APR button. This heading should intercept you
onto the localiser at about 13 miles

As the localiser comes alive (starts
moving to the center) the autopilot should start to turn onto it. The
basic MSFS autopilot isn’t that good so expect it to overshoot
and come back onto it. You should now start looking at the glideslope
indicator, as this will become your cue for the remaining flap and
gear, etc.

As
the G/S becomes alive (starts moving down from the top) select gear
down, flap 15, speed 150. Landing checks to the flaps.

The
aircraft is now fully configured to land. All you need to do is watch
the altimeter and monitor the ILS. Your Decision Height (DH) for this
ILS is 375 feet as you are flying a Category C aircraft on a CAT 1
approach
(attached
is the 26L approach plate as a separate PDF file).
Realistically you would want to take the autopilot out at about 500 –
600 feet so you get time to get a feel for the aircraft. As you approach
475 feet you call ‘Approaching minimums’ and at 375
‘DECISION’ at this point the choice is yours to continue
to land or go around!

Landing:

This
is the less complex procedure, but equally important to get right.
You should already have removed the autopilot and now it is time to
remove the A/THR as well. Try not to change the attitude of the
aircraft as you remove the autopilot; annoyingly it will fly the
approach better than you so leave well alone. As you come down check
your speed. Never go below VREF but try to be between VREF and VREF +
5 as you pass the threshold. You are looking to touch down on the
fixed distance markers.

The Go Around

This
is the more complex option, although it is better than crashing and
dying so we shall cover it. The B737-400 is overpowered and as such
will go around even from 35 feet and not touch the ground so don’t
panic too much about that. The procedure is a little more complex
though so we will go through it step by step.

First
of all the actual decision to Go Around must be made, there are a
variety of reasons such as:

ATC
tells you to

You
aren’t happy with the approach

You
have no visual reference at decision height

An
aircraft or vehicle enters runway

Any
reason that makes landing the more dangerous option

The
up and down of it, if you hear the words ‘GO AROUND’ your
training should kick in and your actions should be second nature. It
may be that someone else can see something that you can’t so
better to be safe than sorry, the problem can be debated later!

Your
actions are pretty straightforward:

Apply
go around power (not full power or you’ll melt
the engines)

Pitch
up to 15 degrees nose up

Call
flap 15 (and select it when not multicrew)

When
you have a positive rate of climb, call gear up

Aim
for Vref + 25 to 1000 feet above ground level (agl)

When
at 1000 feet agl pitch to 10 degrees nose up; select flap 5

Passing
170 kt select flap 1

Passing
190 kt select flap 0

Climb
to go around altitude following the missed approach procedure

By The Book:

The
tutorial you just did is taken from the official Boeing manual. These
are the actual profiles we fly on the REAL aircraft and have come
directly from the Boeing Flight Training Manual!

The
appendices on the next few screens are taken from the real Quick
Reference Handbook (QRH) for the B737-300. The speeds should be there
or there abouts for the 400 series give or take a knot or two.

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